Dumping-wagon



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inn STATES PATENT Fries.

DUMPlNc-WAGON.

SPECIFICATION forming part of Letters Patent No. 600,393, dated March 8, 1898. Application filed May 12, 1897. Serial No. 636,219. (No model.)

To a/ZZ whom it may concern:

Be it known that I, THOMAS WRIGHT, of Jersey City, in the county of Hudson and State of New Jersey, have invented a new and Improved Dump-Vagon, of which the following is a full, clear, and exact description.

This invention relates to dump-wagons such as are usually employed to haul and dump coal, gravel, and the like.

The object of my invention is to provide novel means for supporting the body of the dump-wagon upon springs that are supported at their ends on the frame-bars of the running-gears and also upon the rear axle of the vehicle.

A further object is to provide novel and effective means whereby the body of the vehicle will be so connected with the supporting devices therefor that said body will be adapted for easy reciprocation on the running-gear frame to dump a load rearwardly from the b ody and subsequently return said body to a normal position on the frame by a slight manual effort.

The invention essentially consists in the novel construction and combination of parts, as is hereinafter described, and de'ned in the appended claims.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the figures.

Figure 1 is a side elevation of the improved dump-wagon, showing in full lines the normal position of the bed and in dotted lines the position of the bed when inclined in dumping a load. Fig. 2 is a transverse sectional view substantially on the line 2 2 in Fig. 1. Fig. 5 is a transverse sectional View of a half portion of the wagon, showing a modified arrangement of parts and Fig. tis a transverse sectional view substantially on the line l 4i in Fig. 1, showing the lower end portion of the wagon-body and means for supporting said body at the front end.

The rectangular wagon-body 10 is provided with a rear end-gate 10, that is movable, as usual, to permit a load to be rearwardly dumped from the body. The body is mounted, as hereinafter described, upon the longitudinal frame-bars 11, that in this exemplication of the improvement comprise two side bars and a center bar.

The front ends of the frame-bars 11 are se cured upon a platform 12, which rests upon a fifth-wheel device 18, that in turn is sustained by the front axle 14, whereon are two front wheels 15.

The frame-bars 11 are bent downwardly at their rear ends and have their depending eX- tremities clipped, as at a, upon the rear axle 16, which latter has a spindled engagement with the rear wheels 17.

The body 10 at the front end has a rolling support in the form of a roller b, which is pivoted by any suitable means upon the lower side of the body and rests upon the center frame-bar 11, as shown in Fig. 4.

If desired, in the construction of wagons which are to carry very heavy loads the number of frame-bars 11 may be increased and more than one roller b may be provided to traverse said bars.

From the front rearwardly the frame-bars 11 are downwardly inclined a sufficient degree to facilitate fthe rearward movement of the body 1.0 when this is required.

Two similar springs 18 are provided and are oppositely disposed with their concave sides uppermost, as shown in Fig. 1.

The front end of cach spring 18 is shackled upon an adjacent side' bar 11, and this loose connection of parts may be on the outer sides of the side bars 11, as shown in Figs. 1 and 2, or upon the inner sides of said bars, as represented in Fig. 3.

When the working parts of therunning gear of the vehicle are positioned as shown in Figs. 1, 2, and 3, the pair of springs 18 are hung at their centers by clips c from the cross-bar 19, at or near the ends of the latter, and said bar in turn is clipped upon the outer side bars 11 of the running-gear, so as to be suspended therefrom transversely of the vehicle.

Two similar trackways 2O are furnished, which are preferably formed as represented in Fig. 1, comprising an elongated body-piece having ears d at the ends, and in the thicker intermediate portion a longitudinal slot d' is transversely formed of a width that will permit the introduction of a roller e loosely with- Ioo in the slot of each trackway, as will be further explained. A

The trackways 2O are secured by their ears d upon the side bars 10b of the body 10, so as to depend therefrom at opposite points, the location of said trackways being clearly represented in Fig. 1 as being forward of the axle 16.

The small rollers e are loosely secured upon the rear end of each spring 18, so as to project laterally into the slots d of the depending trackways 20. The relative positions of the trackways and the rollers engaged therewith are such as will dispose said rollers at or near the rear ends of the slots d when the wagon-body 10 is in normal position on the frame-bars 11, as shown by full lines in Fig. l.

To adapt the bent rear portions of the frameloars ll to resist load strain, which might distort their curvature, each frame-.bar is provided with a truss-brace 21, in the form of a rod, the ends thereof beingrespectively affixed in a substantial manner upon the rear axle 16 and frame-bar 1l, which the brace is to strengthen.

Intermediately of the ends of each trussbrace 21 a turnbuckle g is placed, which engages the severed portions of the brace that are threaded right and left hand, as usual, whereby the rotatable movement of the turnbuckles in a proper direction will draw the braces taut at any time such adjustment becomes necessary.

From the foregoing description it will be seen that when thefwagon has its body 10 temporarily secured in a substantially level condition on the frame-bars'll it may be loaded with coal or other material it .is designed to carry in bulk. Such material will be mainly disposed above and between the front and rear axles of the vehicle, so that load strain will be imposed on the running-gear in a manner which will insure the easy operation of working parts and avoid excessive wear or strain on any particular portion of the same.

To dump a load, it is only required that the body 10 be released, so that it may be readily rolled rearwardly, and when the rollers @,that are engaged with the trackways, impinge upon the forward ends of the slots d therein the body of the wagon may with ease be rocked upon said rollers as fulcrums to tip the body rearwardly and dump the load, it being understood that the end-gate 10 has previously been adjusted to open the rear end of the wagon-body.

Having thus described my` invention, l claim as new and desire to secure by Letters Patent- 1. The combination with a vehicle-body and the side bars of the vehicle running-gear, of springs hung from said side bars, the forward ends of the springs being connected to the side bars, trackways on the body, and projections from the rear ends of the springs, loosely engaging the trackways, substantially as described.

2. The combination with the running-gear of a wagon, having a plurality of frame-bars, and a body supported on said frame-bars, of two springs, a cross-bar whereon the springs are secured between the ends of said springs, said cross-bar being affixed to the frame-bars at each side of the wagon, means for loosely securing the front ends of the springs upon the side frame-bars of the running-gear, two trackways having longitudinal slots and se; cured to depend from the body at each side thereof, and rollers projecting from the rear ends of the springs into the slots of the trackways, substantially as described.

3. The combination with the running-gear of a wagon, having four wheels and a plurality of frame-bars, a body thereon, and a roller at the forward end of said body adapted to roll upon one of the frame-bars, of two springs, a transverse bar whereon the springs are secured near their longitudinal centers,

means to loosely secure the forward ends of the springs upon two outside frame-bars, two trackways secured to depend from the outer bars of the body-frame, said trackways having longitudinal slots, and a roller projected from the rear end of each spring into the slot of an adjacent trackway, substantially as described.

4. In a dump-wagon, the combination of the running-gear,two springs thereon pivoted at their forward ends on the side bars of the running-gear, a body on said side bars, two longitudinally-slotted traclzways secured on the body one at each side thereof, rollers on the rear portions of the springs and loosely engaging the slots of the trackways, the rear portions of the said springs being movable in relation to the vehicle-frame and yieldingly supporting the movable body, the springs and trackways being disposed forwardly of the rear axle that is part of the running-gear, substantially as described.

5. The combination of the vehicle-frame, the vehicle-bod y movable longitudinally of the said frame,and the spring,one portion of which is attached to the vehicle-frame at a stationary point, another portion of the spring being movable in relation to the vehicle-frame and forming a yielding support for the movable vehicle-body, substantially as described.

6. The combination of the vehicle-frame, the vehicle-body movable longitudinally of the frame and provided with a longitudinal trackway, and the spring, the front portion of which is secured to the vehicle-frame while the rear portion has a projection loosely engaging the trackway, the said rear portion of the spring being movable in relation to the vehicle-frame and forming a yielding support for the movable body, substantially as described.

THOMAS VVRIGl-IT.

Witnesses:

WM. P. PA'rroN, JNO. M. RITTER.

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